Powertrain tester - RAET1000 portal tester
The RAET1000 is a highly integrated and portable EV powertrain tester specialised in the research and development, manufacturing line, and on-site testing of electric vehicle power systems. It meets the test requirements of drivers and motors of various voltages and power levels, and it is compatible with the market’s current mainstream torque/speed sensor signals., to realise the synchronous measurement and recording of DC power parameters, AC power parameters, and mechanical power system parameters. This tester supports AC and DC voltage from 5VP to 1250VP, AC and DC current from 5Ap to 1000Ap, 10V analogue voltage input, 0-20mA/4-20mA analogue current input, and pulse signal input with peak value less than 20V/400kHz.
The tester’s accuracy completely fulfils and surpasses the criteria of national standards for test instrument accuracy:
“GB/T 16318-1996 Basic test techniques for rotating traction motors”
“GB/T 29307-2012 Drive Motor System for Electric Vehicles Reliability Test Method”
“GB/T 18488.2-2015 Drive Motor System for Electric Vehicle Part 2: Test Method”
Highly Integrated EV Powertrainer tester
The tester integrates 4 voltage sensors, 4 current sensors, sensor conditioning circuit, power analyzer, motor board (torque & speed measurement), sensor auxiliary power supply in a portable box.
High Precision, Wide Range, All sensors covered
Easy to operate on site, highly efficient, less wirings
The RAET1000 EV powertrain tester is highly integrated, the connections between all test units have been completed internally, and the field connections are simplified to a minimum:
Testing technicians only need to:
- pass four current wires through the tester;
- connect the three AC and two DC voltage wires to voltage terminals
- and connect the torque meter output cable to the T/N port;
- Finally, use a network cable to connect to the host computer to start testing and recording.
Functions of RAET1000 EV powertrain Tester
RAET1000 EV powertrain tester supports real-time display voltage, current, harmonics and rotation speed curve, and it also records the data to allow user to analysis the histroical data and curves. What is more, the tester also provide about 100 variables, and this feature enables the secondary development and make it much easier.
All parameter displayed same screen
The drive input electrical parameters, drive output/motor input electrical parameters, motor output electrical parameters, drive efficiency, motor efficiency, etc. are simultaneously measured and displayed on the same screen during the EV Powertrain Test.
Historical data record & display
During the test, RAET1000 EV powertrain tester can record the trend curves of nearly 100 characteristic values, and can simultaneously display the trend curves of 13 characteristic values on the same screen.
RAET1000 measures all characteristic quantities in integer cycles (DC and AC synchronously). The shortest update time is one signal cycle and is not limited by the signal cycle. When the signal frequency is as high as 1000Hz, the minimum update time is 1ms.
RAET000 has a built-in large-capacity flash memory, and the recording time of the trend curve is almost unlimited.
Real-time curve display & analysis
Relying on the powerful computing power of modern processors, RAET1000 EV powertrain tester performs synchronous high-speed sampling of signals such as DC voltage, current, AC voltage and current, and torque speed, and calculates in real time to obtain the input power of the driver, the output (input) power of the driver and the motor’s output power during the EV Powertrain test. The instantaneous value of the output power is displayed in real time on a coordinate axis with signals such as voltage and current. 13 channels can be displayed at the same time.
Extra-ordinary harmonics analysis capability
RAET1000 EV Powertrain tester supports harmonic analysis up to 2000th order, comparing to conventional power analyzers generally only analyze the 100th harmonic, and some instruments can analyze the 500th harmonic. However, the drive harmonics are mainly concentrated near the integer multiple of the switching frequency.
For a driver with a switching frequency up to 20k, when the fundamental frequency is 50Hz, the 500th harmonic analysis frequency is only 25kHz, higher harmonics around 2 times and above the switching frequency cannot be observed by conventional analyzers.
technical performance parameter RAET1000 EV Powertrain Tester
RAET1000 sDK Variables available for EV Powertrain test
|Number||Name||Remarks - EN||Number||Name||Remarks - EN|
|1||U1_AVG||Arithmetic mean of U1||47||Ia_AVG||Arithmetic mean of Ia|
|2||U1_RMS||Effective value of U1||48||Ia_H01||Fundamental value of Ia|
|3||U1_MAX||Maximum value of U1||49||Ia_RMS||root mean square value of Ia|
|4||U1_MIN||Minimum value of U1||50||Ia_MEAN||Calibration mean of Ia|
|5||U1_P-P||Peak-to-peak value of U1||51||Ia_MAX||the maximum value of Ia|
|6||I1_AVG||Arithmetic mean of I1||52||Ia_MIN||Minimum value of Ia|
|7||I1_RMS||Effective value of I1||53||Ia_THD||Total Harmonic Distortion of Ia|
|8||I1_MAX||Maximum value of I1||54||Ia_F||Frequency of Ia|
|9||I1_MIN||Minimum value of I1||55||Ia_PHASE||Phase of Ia|
|10||I1_P-P||Peak-to-peak value of I1||56||Ia_P-P||Ia peak-to-peak|
|11||P1_AVG||Arithmetic mean of DC power||57||Ib_AVG||Arithmetic mean of Ib|
|12||Uab_AVG||Arithmetic mean of Uab||58||Ib_H01||Fundamental value of IIb|
|13||Uab_H01||Fundamental value of Uab||59||Ib_RMS||RMS value of Ib|
|14||Uab_RMS||root mean square value of Uab||60||Ib_MEAN||Calibration mean of Ib|
|15||Uab_MEAN||Calibration mean of Uab||61||Ib_MAX||Maximum value of Ib|
|16||Uab_MAX||Maximum value of Uab||62||Ib_MIN||Minimum value of Ib|
|17||Uab_MIN||Minimum value of Uab||63||Ib_THD||Total Harmonic Distortion of Ib|
|18||Uab_THD||Total Harmonic Distortion of Uab||64||Ib_F||frequency of Ib|
|19||Uab_F||Total Harmonic Distortion of Uab||65||Ib_PHASE||Phase of Ib|
|20||Uab_PHASE||Phase of Uab||66||Ib_P-P||peak-to-peak value of Ib|
|21||Uab_P-P||Peak-to-peak value of Uab||67||Ic_AVG||Arithmetic mean of Ic|
|22||Ubc_AVG||Arithmetic mean of Ubc||68||Ic_H01||Fundamental value of Ic|
|23||Ubc_H01||Fundamental value of Ubc||69||Ic_RMS||RMS value of Ic|
|24||Ubc_RMS||root mean square value of Ubc||70||Ic_MEAN||Calibration mean of Ic|
|25||Ubc_MEAN||Calibration mean of Ubc||71||Ic_MAX||The maximum value of Ic|
|26||Ubc_MAX||Maximum value of Ubc||72||Ic_MIN||Minimum value of Ic|
|27||Ubc_MIN||Total Harmonic Distortion of Ubc||73||Ic_THD||Total Harmonic Distortion of Ic|
|28||Ubc_THD||Minimum value of Ubc||74||Ic_F||Frequency of Ic|
|29||Ubc_F||Frequency of Ubc||75||Ic_PHASE||Phase of Ic|
|30||Ubc_PHASE||Phase of Ubc||76||Ic_P-P||Peak-to-peak value of Ic|
|31||Ubc_P-P||Peak-to-peak value of Ubc||77||U2_AVG||Average of Uab_AVG, Ubc_AVG, Uca_AVG|
|32||Uca_AVG||Arithmetic mean of Uca||78||U2_H01||Average of Uab_H01, Ubc_H01, Uca_H01|
|33||Uca_H01||Fundamental value of Uca||79||U2_RMS||Average of Uab_RMS, Ubc_RMS, Uca_RMS|
|34||Uca_RMS||root mean square value of Uca||80||U2_MEAN||Average of Uab_MEAN, Ubc_MEAN, Uca_MEAN|
|35||Uca_MEAN||Calibration mean of Uca||81||I2_AVG||Average value of Ia_AVG, Ib_AVG, Ic_AVG|
|36||Uca_MAX||The maximum value of Uca||82||I2_H01||Average value of Ia_H01, Ib_H01, Ic_H01|
|37||Uca_MIN||Minimum value of Uca||83||I2_RMS||Average value of Ia_RMS, Ib_RMS, Ic_RMS|
|38||Uca_THD||Total Harmonic Distortion of Uca||84||I2_MEAN||Average of Ia_MEAN, Ib_MEAN, Ic_MEAN|
|39||Uca_F||Frequency of Uca||85||P2_AVG||The sum of Pab_AVG and Pcb_AVG|
|40||Uca_PHASE||Phase of Uca||86||P2_H01||The sum of Pab_H01 and Pcb_H01|
|41||Uca_P-P||Peak-to-peak value of Uca||87||Pab_AVG||Average power of Pab|
|42||F||fundamental frequency||88||Pab_H01||Fundamental power of Pab|
|43||cosφ||power factor||89||Pcb_AVG||Average power of PCB|
|44||T||torque||90||Pcb_H01||Fundamental power of Pcb|
|45||N||Rotating speed||91||η1||drive efficiency|
|46||P3||Motor shaft power||92||η2||Motor efficiency|
U1/I1/P1: DC voltage/current/power
Uab/Ubc/Uca: Line voltage
U2: Average value of line voltage
I2: Average value of line current
Pab/Pcb: Phase-to-phase power
P2: Three-phase active power